Baja SAE Frame Design

A Baccalaureate thesis submitted to the

School of Dynamic Systems
College of Engineering and Applied Science
University of Cincinnati

in partial fulfillment of the

requirements for the degree of

Bachelor of Science

in Mechanical Engineering Technology

by:

Brooks Biteman

April 2013

Thesis Advisor:

Professor Allen Arthur


Copyright 2007 SAE International
ABSTRACT
Baja SAE is an annual intercollegiate competition in
which teams race a once seat: all-terrain vehicle
powered by a ten horsepower Briggs and Stratton
engine. Mechanical Engineering Technology Students at
the University of Cincinnati design and build the vehicle
not only for the competition but also as a required design
project for senior students. As the lead for the frame, I
was faced with the challenge of designing a completely
new frame from the ground up that would work in
harmony with the other components of the car without
adding unnecessary members. I was also given the
challenge of designing the frame with mounting tabs,
body panels and a seat to be less than or equal to 120
lbs.
INTRODUCTION
The Society of Automotive Engineers (SAE) Mini Baja
was originated at the University of South Carolina in
1976. The main objective for the Mini Baja competition
was to design and fabricate a one-man all-terrain vehicle
having more than two wheels that could compete with
manufactured versions from the viewpoint of safety,
appearance, design, performance, and ultimately cost.
The University of Cincinnati was among the first teams
to compete during the first ever Mini Baja competition
and will be competing on June 6 - 9 in Rochester, New
York.
The main objective for this years team was to design a
lighter and smaller vehicle than last year. The team
focused on a new lighter frame, a more simple brake
system, correcting suspension problems, lowering the
center of gravity, and eliminating the transmission.
These new design changes will result in a better
handling and more user-friendly vehicle.
DESIGN
OBJECTIVE For the 2013 season we chose to
design and build a completely new car using none of the
2012 car parts. In addition to this the car was to me
lighter and smaller. This meant designing a new frame
that was lighter and more compact that would work with
the newly designed suspension, steering, and drive train
systems. With that in mind, the design would also have
Baja SAE Frame Design
Brooks Biteman
Frame Design
to comply with all Baja SAE requirements. The team was
able to reduce the weight of the frame to 74 lbs by
reducing the length, height and width of the frame. In
addition to this, it was designed so that all of the
suspension components mounting locations did not only
serve one purpose like on the 2012 car. All in all the
frame came in at just under 110 lbs after all tabs, body
panels, and safety restraints were installed staying under
budget.
DESIGN - The UC Baja team designed and fabricated
a frame that focused on safety, durability,
manufacturability, and weight. The main elements of the
roll cage consist of RRH, RHO, FBM, LC, FLC, LBD,
LFS, SIM, FAB, and USM. The Baja SAE rules for 2013
state that the primary members RRH, RHO, FBM, LC,
and FLC be made of a material with a bending stiffness
and strength equal or greater than 18% carbon steel and
have an O.D. of 1.0 in [4]. and a wall thickness of 0.12
in. Secondary members of the chassis also had to have
the same minimum bending stiffness and strength of the
primary members but could have a minimum tube size of
1.0 in. O.D. with a wall thickness of 0.035 in [4].
MATERIAL SELECTION For the 2013 year the
team decided to stay with the AISI 4130 Chromalloy
steel tubing. The 2013 Baja SAE rules specify using a
material greater than or equal to 18% carbon steel which
has an ultimate strength of 63.8 ksi, yield strength of
53.7 ksi, and a bending strength of 3,513 in-lb. The
primary members of the frame are made with 1.25 in.
O.D. with a wall thickness of 0.065 in. The AISI 4130 in
this tube size has an ultimate strength of 97.2 ksi, yield
strength of 63.1 ksi, and a bending strength of 4,301 in-
lb. Secondary members were made from AISI 4130 as
well but with a 1.0 in. O.D. with a wall thickness of 0.035
in. [5]
MANUFACTURABILITY The team used SolidWorks
to create a 3D model of the frame. This provide the team
with a way to visualize what the frame was going to look
like as well as confirm that all of the other components of
the car would mount to the frame without additional
members being added in the build process. By having
each member of the frame modeled in the software it
allowed the team to have exact lengths and bends that
the tubing needed to be cut and bent to. This made it
much easier when it came time to building the frame.
 three areas of impact; the front, side and top corner.
This year the team was able to have Cartesian Tube Using the software the team was able to make changes
Profiling from Ontario, Canada CNC bend the tubes and to the frame to give it a minimum safety factor of 1.3 [6]
laser cut them exactly as they were drawn in and not exceeding the yield strength of the material.
SolidWorks. This proved to be a much more precise
method compared to previous years teams using the
manual tube bender and a hole saw and jig. It allowed
the team to assemble the frame without the use of a jig
and have it TIG welded saving weight in the form of filler
metal used for the welds.

DESIGN ANALYSIS The frame has seen many

revisions from the beginning of the design process.
Upon finishing the design there were 10 designs
over all. By working with the other members of the
team the frame has been modified to work with the
other sub systems of the car. Once the frame
Figure 3 : Final Frame Side View
design was set, optimization could be done to
reduce weight.

Figure 1 : Frame Concept #3 Figure 4 : Final Frame Isometric View

The loading conditions were based on data published by

The Motor Insurance Repair Research Centre [1]. The
data shows impulse time and Gs forces caused by
crashes ranging from 18 -52 km/h (11-32 mph)

Using the projected vehicle/driver mass of 250kg, the

impact force was calculated base of a g-load of 10. [7]

Figure 2 : Frame Concept #8

These first frame designs were heavy and

did not work well with the front and rear
suspension systems

The frame analysis was completed using SolidWorks

Finite Element Analysis (FEA). The team focused on
 Scenario 1: Front impact hitting a tree at 35mph
35 0 mph in 0.16 seconds
f = 5513.4 lbf
10g load
46.4 ksi bending force
FOS = 2.1
0.11 in. deformation

Stress

Table 1 : Steel Comparison [5]

Figure 5 : Front Impact Stress (Side View)

1018 4130
Material Steel Steel
O.D. 1 1.25
Wall Thickness (in) 0.12 0.065
Ultimate Strength (ksi) 63.8 97.2
Yield Strength (ksi) 53.7 63.1
Bending Strength (in-lb) 3,513 6625.5
Weight (lb/ft) 1.12 0.833
Figure 6 : Front Impact Stress (Isometric View)
Elongation at Break 15.00% 25.50%
Modulus of Elasticity (ksi) 29700 29700
Bending Stiffness (kip-in2) 981 1,278

Bending Strength of AISI 4130:

Sy 97200 psi
SyI 97200 psi 0.0426 in 4
6625 .5lb in Figure 7 : Front Impact Stress (Max Stress Point)
c 0.625in

Displacement
 Scenario 2: 15 foot jump landing on the top of the
roll cage at one corner
22 mph
f = 3477.5 lbf
6.31 g load
96.5 ksi bending force
FOS = 1.0
0.23 in. deformation

Figure 8 : Front Impact Displacement (Isometric View)

Stress

Figure 9 : Front Impact Displacement (Side View)

Factor of Safety
Figure 19 : Top Impact Stress (Isometric View)

Figure 20 : Top Impact Stress (Max Stress Point)

Figure 10 : Front Impact Factor of Safety (Side View) Displacement

Figure 21 : Top Impact Displacement (Isometric View)

Figure 11 : Front Impact Factor of Safety (Isometric

View)
 Stress

Figure 22 : Top Impact Displacement (Side View)

Factor of Safety Figure 12 : Side Impact Stress (Isometric View)

Figure 13 : Side Impact Stress (Max Stress Point)

Figure 23 : Top Impact Factor of Safety (Isometric View)

Figure 14 : Side Impact Stress (Side View)

Displacement
Figure 24 : Top Impact Factor of Safety (Side View)

Scenario 3: Side impact hitting a tree at 35mph

35 0 mph in 0.16 seconds
f = 5513.4 lbf
10g load
93.7 ksi bending force
FOS = 1.0 Figure 15 : Side Impact Displacement (Isometric View)
0.38 in. deformation

Figure 16 : Side Impact Displacement (Top View)
Factor of Safety
Figure 17 : Side Impact Factor of Safety (Isometric View)
Figure 18 : Side Impact Factor of Safety (Top View)
ADDITIONAL SCENARIOS
In addition to the front, top and side loading conditions
the frame was also subjected to forces by the front and
rear suspensions. By working with the suspension
designers forces were determined to simulate the
shocks bottoming out after landing a jump or sudden
changes in terrain. The data showed that it would take
14000 lbf to fully compress the shocks. To simulate the
real world load this force was stepped up to 16000 lbf
and FEA was conducted to show the torsional stiffness
of the frame. From the analysis it showed that the frame
has a torsional stiffness of 570 lbs-ft/deg.
OTHER COMPONENTS
Firewall
Body Panels
Restraint System
Seat
The firewall was made from a solid sheet of 0.020
aluminum per the rules of the competition
Body panels were fabricated from High Density
Polyethylene (HDPE) plastic which is 1/3 the weight
of aluminum.
The restraint system and seat was purchased from
Summit Racing. The team opted to purchase a seat
due to the high risk of injury if the seat were to fail.
PROOF OF DESIGN
For two months the chassis was tested along with the
other components of the car. It was subjected to a
variety of conditions simulating what would be seen in off
road use to test the durability and strength of the design.
When at the first competition at Tennessee Tech the car
was rolled twice and was also involved in a head on
impact by running into a ditch that stopped the car
similar to hitting a tree. After all the testing and crashes
the frame retained its structural integrity and did not
deform or break. This proves the design was built strong
enough to withstand the extreme loading conditions
seen in this type of off road racing.
CONCLUSION
This year the frame has seen many changes in a effort
to save weight, retain strength, and work with the other
systems of the car. By using SolidWorks the design was
able to be changed to optimize the design for max
weight savings and still prove strong enough to survive
the harsh conditions of off-road racing. Through the
software the team was also able confirm that the other
systems of the car would work correctly with the design.
In the end the frame, body panels, firewall, and safety
restraints came in under 110 lbs and proved to be strong
enough to survive the conditions seen at competition.
 ety_Factors.html
. [Accessed 14 August 2012].
Works Cited / References
7 Huang, M. (2002). Vehicle Crash Mechanics. CRC
Press.
1 A. Linder, M. Avery, M. Krafft and A. Kullgren,
"Change Of Velocity and Pulse Characteristics in Rear
Impacts: Real World and Vehicle Tests Data," The
Motor Insurance Repair Research Centre, Thatcham.
CONTACT INFORMATION
2 Matweb, LLC, "AISI 4130 normalized at 870 C,"
MatWeb, 2012. [Online]. Available: Brooks Biteman, Frame Designer
http://matweb.com/search/DataSheet.aspx?MatGUID= bitemabm@mail.uc.edu
666dfca4fbc74e669b771f35d70a0796&ckck=1.
[Accessed 2 November 2012].

3 Mott, Robert L. Applied Strength of Materials, Fifth

DEFINITIONS, ACNYMS, ABBREVIATIONS
Edition. Upper Saddle River: Pearson Prentice Hall,
2008. Print.
FEA: Finite Element Analysis
lbs: Pounds force
4 2013 SAE International. All Rights Reserved. Printed in: Inches : Inch
in USA 2013 Baja SAE Rules %: Percent
LFS: Lower Frame Side
5 Cartesian Tube RRH: Rear Roll Hoop
Ontario, Canada SIM: Side Impact Member
http://www.cartesiantube.com/fsae.html

6 R. Beardmore, "Roymech," 4 October 2008.

[Online]. Available:
http://www.roymech.co.uk/Useful_Tables/ARM/Saf
APPENDIX A

CUSTOMER SURVEY

Recreational Vehicle Frame

CUSTOMER SURVEY
In order to improve our products, Company XYZ would like customer input about a NEW up and coming vehicle
frame. This survey is measuring the importance of selected features that are important to the design process.

How important is each feature to you for the design of an Off-road vehicle frame?
Please circle the appropriate answer. 1 = low importance 5 = high importance

Safety 1 2 3 4 5 N/A
Frame Width 1 2 3 4 5 N/A
Frame Length 1 2 3 4 5 N/A
Weight 1 2 3 4 5 N/A
Durability 1 2 3 4 5 N/A
Compatibility 1 2 3 4 5 N/A
Ease of 1 2 3 4 5 N/A
Entering/Exiting

How satisfied are you with the current Off-road front suspension?
Please circle the appropriate answer. 1 = very UNsatisfied 5 = very satisfied

Safety 1 2 3 4 5 N/A
Frame Width 1 2 3 4 5 N/A
Frame Length 1 2 3 4 5 N/A
Weight 1 2 3 4 5 N/A
Durability 1 2 3 4 5 N/A
Compatibility 1 2 3 4 5 N/A
Ease of 1 2 3 4 5 N/A
Entering/Exiting

How much would you be willing to pay for a complete Off-road Vehicle Frame?

$100-$200 $200-$500 $500-$1000 $1000-$2000 $2000-$3000

Thank you for your time.

APPENDIX B

HOUSE OF QUALITY

Engineering Characteristics (units)

Cost ($)
Inches (in.)
Product Lifetime (years)
Factor of Safety

Weight (lbs)

Time (Seconds)
Number of Upgradable Parts Available (#)
Importance wt.

Customer
Satisfactio
n Rating
(0.00 - 1.00)

Customer Requirements 1 2 3 4 5 6 CP A B
1 Satety 0.25 9 3 1
2 Durability 0.20 3 9 1
3 Weight 0.25 9 1
4 Frame Width 0.05 3 9 1
5 Frame Length 0.05 9 1
6 Compatibility 0.10 3 3
7 Ease of Entering/Exiting 0.05 1 9
8 Price 0.05 9

Total Importance 1.00 2.85 1.80 2.40 1.50 0.30 0.45 1.00
APPENDIX C

CUSTOMER FEATURES LIST

List of Customer Features

Includes general extensive list
Includes condensed list (no more than 15 items)
Grammar is parallel
Does not include design criteria
Complete and filtered
Items grouped logically
Includes specialized items discovered in research
File submission
File is submitted in the assignment box (never e-mailed)

Brainstorming List

Safe
Price
Ease of Manufacturing
Ease of use
Verifiable Results
Ease of Access
Reliability
Durability
Ease of Cleaning
Compatibility
Ease of Adjustment
Resistance to Impacts
Repeatability

Customer Features

Price
Safety
Ease of operation
Consistent results
Reliability
Durability
Size
Compatibility
APPENDIX D

OBJECTIVES

Product/Prototype Objectives (summarized in body of report later)

Content
List of customer features
Generic features (example Easy to assemble) have sub features
Sub features can be designed in during the design phase and proven during the
testing phase
(example single tool assembly)
Improvements are given numerical targets (example reduce assembly time by
20%)
No ambiguous items (example comfortable)
Appearance
Language is concise phrases not sentences
List can be used as a check sheet for proof of design
File submission
File is submitted in the assignment box (never e-mailed)

Based on the survey, the product objectives are the list of features that are taken into consideration.
These customer features were cross-referenced with engineering characteristics and are organized from
strong to weak. The engineering characteristic is below each feature. The objectives/methods is followed by
the method or objective that will be used for the prototype design. The following is a list of product objectives and
how they will be obtained or measured to ensure that the goal of the project was met.

1. Safety 25%
a. High Importance
2. Durability 20%
a. High Importance
3. Weight 25%
a. High Importance
4. Frame Width 5%
a. Low Importance
5. Frame Length 5%
a. Low Importance
6. Compatibility 10%
a. Avg. Importance
7. Ease of Entering/Exiting 5%
a. Low Importance
8. Price 5%
a. $1000-2000
APPENDIX E

RESEARCH

Cornell Universitys 2012 car

LouisvilleUniversitys 2012 car

Figure 19: Cornell side view

Figure 21: Louisville car side view

Figure 20: Cornell front/bottom view

- 308 lbs
- Uses carbon fiber for body panels and
suspension parts
- Use of the correct size tubing for frame with
smaller tubing for secondary members Figure 22: Louisville car rear view
- Having the side members taper out from the - Very short
base to save weight while allowing enough
- Use of the correct size tubing for frame with
room to drive
smaller tubing for secondary members
- No unnecessary members added
APPENDIX F

SCHEDULE

Research and Design: June1 Nov. 7

Design Optimization: October 20 Nov. 7

Fabrication of Frame: Nov. 8 Dec. 25

Assembly: Dec. 26- Jan. 1

APPENDIX G

BUDGET

- MONEY

Cartesian Order $ 2,700.00

Body $ 30.00
Safety Restraints $ 520.00
Total: $ 3,250.00

The original budget set for the Chassis was set at $3,000.00. Due to for unforeseen
expenses regarding safety restraints (the seat) we overspent by $250.00 This cost was
justified by having a much more safe vehicle for the driver.

Appendix A14
- WEIGHT

Appendix A2
APPENDIX H

BAJA SAE RULES

ARTICLE 8: ROLL CAGE

B8.1 Objective
The purpose of the roll cage is to maintain a minimum space surrounding the driver. The cage must be designed and fabricated
to prevent any failure of the cages integrity.

B8.2 Lateral Space

Minimum space is based on clearances between the driver and a straight edge applied to any
two points on the roll cage; an example is shown. The drivers helmet shall have
152 mm (6 in.) clearance, while the drivers shoulders, torso, hips, thighs, knees, arms, elbows,
and hands shall have 76 mm (3 in.) clearance. Clearances are relative to any driver selected at technical inspection, seated in a
normal driving position, and wearing all required equipment
For any member to be a part of the roll cage, that member must conform to B8.3.1, otherwise it is assumed to have no
contribution (a-arms are an example of members which do not conform to B8.3.1)
If there are any triangulating members joining the RHO to the vertical members of the Rear Roll
Hoop (RRH-B8.3.2), and these triangulating members conform to B8.3.12, then the virtual side
surfaces may be extended by an outboard crease over the triangulating members.
The drivers helmet shall have 152 mm (6 in.) clearance to the side surfaces.
The drivers shoulders, torso, hips, thighs, knees, arms, elbows, and hands shall have 76 mm (3 in.) clearance to the side
surfaces.

B8.2.1 Vertical Space

The drivers helmet shall have 152 mm (6 in.) clearance from any two points among those members that make up to top of the
roll cage. These members are: the RHO members (exclusive of any covering or padding); the RRH upper ,LC; and the LC
between points C. In an elevation (side) view, no part of the driver's body, shoes, and clothing may extend beyond the envelop
of the roll cage

B8.3 Roll Cage Structure

B8.3.1 Elements of the Roll Cage

The roll cage must be a space frame of tubular steel. The required members of the roll cage are
illustrated in Figs.RC2 and RC4. Primary members must conform to B8.3.12. Primary members are:
Rear Roll Hoop (RRH)
Roll Hoop Overhead Members (RHO)
Front Bracing Members (FBM)
Lateral Cross Member (LC) in Rule B8.3.3
Front Lateral Cross Member (FLC) in Rule B8.3.4
Secondary members must be steel tubes having a minimum wall thickness of 0.89 mm (.035 in) and a
minimum outside diameter of 25.4 mm (1.0 in): Secondary members are:
Lateral Diagonal Bracing (LBD)
Lower Frame Side (LFS)
Side Impact Member (SIM)
Fore/Aft Bracing (FAB)
Under Seat Member (USM)
All Other Required Cross Members
Any tube that is used to mount the safety belts
Roll cage members which are not straight must not extend longer than 711 mm (28 in.) between supports. Small bend radii
(<152 mm, 6 in.) at a supported end of a member are excepted, and are not considered to make a member not-straight. The
minor angle between the two ends of a not-straight tube must not exceed 30.
Note: Required dimensions between roll cage members are defined by measurements between member centerlines, except
where noted.

B8.3.2 Rear Roll Hoop (RRH)

The RRH is a structural panel behind the drivers back, and defines the back side of the roll cage. The driver and seat must be
entirely forward of this panel. The RRH is substantially vertical, but may incline by up to 20 from vertical. The minimum width of
the RRH, measured at a point 686 mm (27 in.) above the inside seat bottom, is 736 mm (29 in.). The vertical members of the
RRH may be straight or bent, and are defined as beginning and ending where they intersect the top and bottom horizontal
planes (points AR and AL, and BR and BL in Fig.RC1). members must be continuous tubes (i.e., not multiple segments joined by
welding). The vertical members must be joined by LC members at the top and bottom. The LC members must be continuous
Appendix A3
tubes

RC 1
Figure 3
B8.3.2.1 Rear Roll Hoop Lateral Diagonal Bracing (LDB)
The RRH must be diagonally braced. The diagonal brace(s) must extend from one RRH vertical member to the other. The top
and bottom intersections of the LDB members and the RRH vertical members must be no more than 127 mm
(5in.) from the RRH top and bottom horizontal planes, respectively. The angle between the LDB members and the RRH vertical
members must be greater than or equal to 20. Lateral bracing may consist of more than one member

RC 2
Figure 4
B8.3.3 Roll Hoop Overhead Members (RHO) 21 2013 SAE International. All Rights Reserved. Printed in USA 2013 Baja SAE Rules

Appendix A4
The forward ends of the RHO members (intersection with the LC) define points CR and CL (Fig.RC3). Points CR and CL must
be at least 305 mm (12 in.) forward of a point, in the vehicles elevation view, defined by the intersection of the RHO members
and a vertical line rising from the after end of the seat bottom. This point on the seat is defined by the seat bottom intersection
with a 101 mm (4 in.) radius circle which touches the seat bottom and the seat back. The top edge of the template is exactly
horizontal with respect to gravity.
Points CR and CL must also be no lower than the top edge of the template, 1041.4 mm (41 in) above the seat.
Note: the top edge of the template is exactly horizontal with respect to gravity

RC 3
Figure 5
B8.3.4 Lower Frame Side Members (LFS)
The two Lower Frame Side members define the lower right and left edges of the roll cage. These members are joined to the
bottom of the RRH and extend generally forward, at least as far as a point forward of every drivers heels, when seated in
normal driving position. The forward ends of the LFS members are joined by an LC, the Front Lateral Cross (FLC Fig. RC4).
The intersection of the LFS members and the FLC define the points AFR and AFL. 22 2013 SAE International. All Rights Reserved.
Printed in USA 2013 Baja SAE Rules

Figure 6

Appendix A5
RC 4
B8.3.5 Side Impact Members (SIM)
The two Side Impact Members define a horizontal mid-plane within the roll cage. These members are joined to the RRH and
extend generally forward, at least as far as a point forward of every drivers toes, when seated in normal driving position. The
forward ends of the SIM members are joined by an LC. The intersection of the SIM members with this LC define the points SF R
and SFL. The SIM members must be between 203 mm (8 in.) and 356 mm (14 in.) above the inside seat bottom (Fig.RC3).
NOTE: Every drivers feet must be entirely behind the plane defined by points AFR, L and SFR, L. If the LC between SFR,L is below
the drivers toes then an additional LC must run between the FBM members above the drivers toes.
B8.3.6 Under Seat Member (USM)
The two LFS members must be joined by the Under Seat Members. The USM must and pass directly below the driver where the
template in RC3 intersects the seat bottom. The USM must be positioned in such a way to prevent the driver from passing
through the plane of the LFS in the event of seat failure.
B8.3.7 Front Bracing Members (FBM)
Front bracing members must join the RHO, the SIM and the LFS (Fig. RC5). The upper Front Bracing Members (FBMUP) must
join points C on the RHO to the SIM at or behind points SF. The lower Front Bracing Members (FBMLOW) must join points AF to
points SF. The FBM must be continuous tubes. The angle between the FBMUP and the vertical must be less than or equal to 45
degrees. 23 2013 SAE International. All Rights Reserved. Printed in USA 2013 Baja SAE Rules

Figure 7

Appendix A6
RC 5--FBM
B8.3.8 Fore/Aft Bracing (FAB)
The RRH must be restrained from rotation and bending in the elevation plane by a system of triangulated bracing. Bracing must
either: 1) Rear Bracing - directly restrain both points B from longitudinal displacement in the event of failure of the joints at points
C; or 2) Front Bracing - restrain both points C from longitudinal and vertical displacement, thus supporting points B through the
RHO members. Better design will result if both front and rear bracing are incorporated.
Members used in the FAB systems must not exceed 1016 mm (40 in.) in unsupported length. Triangulation angles (projected to
the elevation view) must be at least 20.
B8.3.8.1 Front Bracing
Front systems of FAB must connect the FBMUP members to the SIM members (on the same sides). The intersection with the
FBMUP members must be within 127 mm (5 in.) of points C. The intersection with the SIM members must be vertically supported
by further members connecting the SIM members to the LFS members.
B8.3.8.2 Rear Bracing
Rear systems of FAB must create a structural triangle, in the elevation view, on each side of the vehicle. Each triangle must be
aft of the RRH, include the RRH vertical side as a member, and have one vertex near Point B and one vertex near either Point S
or Point A.
The third (after) vertex of each rear bracing triangle must additionally be structurally connected to whichever point, S or A, is not
part of the structural triangle. This additional connection is considered part of the FAB system, and is subject to B8.3.1, but may
be formed using multiple joined members, and this assembly of tubes, from endpoint to endpoint, may encompass a bend of
greater than 30 degrees.
Attachment of rear system FAB must be within 127 mm (5in.) of Point B, and must be within 51 mm (2 in.) of points S and A. In
the plan view, the rear bracing structural triangles must not be angled more than 20 degrees from the vehicle centerline. The
after vertices (right/left) of the FAB structural triangles must be joined by an LC.
B8.3.9 RHO/FBM Gusseting
If the RHO and FBM on one side of the vehicle are not comprised jointly of one tube, bent near point C,
then a gusset is required at point C to support the joint between the RHO and the FBM.

Appendix A7
B8.3.10 Tube Joints
B8.3.10.1 Roll cage element members which are made of multiple tubes, joined by welding, must be reinforced with a welding
sleeve. Many roll cage elements are required to be continuous tubes, and may not be made of multiple pieces. Tubes which are
joined at an angle need not be sleeved.
B8.3.10.2 Sleeves must be designed to fit tightly on the inside on the joint being reinforced. External sleeves are not allowed.
Sleeves must extend into each side of the sleeved joint, a length of at least two times the diameter of the tubes being reinforced,
and be made from steel at least as thick as the tubes being reinforced.
B8.3.10.3 The general arrangement of an acceptable sleeved joint is shown in Fig.RC9. A butt weld and four rosette welds (two
on each tube piece, on holes of a minimum diameter of 16 mm (0.625 in.) are required.
B8.3.10.4 A minimum of 4 linear inches of weld is required to secure the sleeve inside the joint, including the butt joint and the
rosette welds.

Appendix A8